Compressed-air locomotive.



J. A. FORSYT H. GOMPRESSEDAIR LOGOMOTIVE.

APPLICATION FILED 111N323, 1,913.

Patented Dec. 16, 1913.

3 SHBETS SHEET 1.

J. A. FORSYTH. COMPRESSED AIR LOGOMOTIVE.

APPLICATION FILED JUN? 23, ISIS.

1,081,377. 7 Patented Dec.16,1913:

3 SHBETS-SHEET 2.

WITNESSES INVENTOR '7 in 1 W MEMQ/M. M

J. A. FORSYTH.

COMPRESSED AIR LOCOMOTIVE.

APPLICATION FILED JUNE23,'1913.

1,081,377. Patented Dec. 16,1913.

3 SHEETS-SHEET 3.

@SII- :22-

UNITED STATES PATENT OFFICE.

mien A. FOKS Y'KLH, or rimnnmciirown, rmi'rnsriavan'm; nsemn'on or oNn-ri-Irnn To RQBEBT E. DRUM, or CALIFORNIA, PENNSYLVANIA, Am) ONEJBHIRD *ro Hanna" 0. amn, OF GOAL CENTER; PENNSYLVANIA.

coiviPRns snn-Ain tooomorrvn.

the construction of compound engines by omitting various valves and operating devicesand by making the operation or control' practically automatic, exceptwith re- 3 spect to the throttlin devices, which I leave under the control ,0 the engineer. toforeit has been the practice to control the Here= passage between the auxiliary tank and the interheater by hand or foot or both. I control this passage automatically, as will be explained presently.

Other objects are to improve the valvesand other details.

Referring to the accompanying drawings, Figure 1 showsa compound compressed air engine diagrammatically, well known parts being omitted. Figs. 2 and 3 are sections of two valves whichl prefer to use, the former controlling the passage to the auxiliary tank and the latter from the. auxiliary tank to the interheatcr. Fig. 4 is an elevation of the interior valve shown in Fig. 2. Fig. 5 is a perspective View of a detail of the valve shown in Fig. 3.

On Fig. 1, 1 represents a pipe leading from the main tank 1 in which the compressed air may have a pressure of 800 poundsor more per square inch. This pipe is connected to the inlet. 2 of the valve A j to which the valve 0 is adapted.

tor-heater 10, the latter being connected by:

the pipe 11 to the valve-chest 12 of the low- Specification of Letters Patent.

Application tiled Tune 23, 1913. Serial No, 775.315.

Patented. Dec. 16. l llllil.

the present invention, and are well-lmoxvn.

The auxiliary tank 4i; connected by the pipes 19 to the inlet 20 oi the valve D (Fig. 3), its outlet being connect-ed to the interlieatcr 10.by the pipe .21. 22 is the throttle lever operated by the handle portion The lever 22 is pivotally. connected by the link or rod 24 to the vertical arm of the bell-- crank lever '25, the horizontal arm thereof being pivoted to the valve rod or stem 26 oi the valveA. A The vertical arm of the lever 25 is pivotally connecteclby the link 27 to the vertical arm of the bell-crank lever E28; whose remaining arm QQ'operates the throttle valve 30 in the well-known manner;

The principal novelty of the present in vention lies in the connections including thevalve D between the auxiliary tank 4: and the interheater 10, in the valve A, and in the manner of copnecting the valves A and C so that both may be controlled by the throttle lever 22. The link 27 in prpvgided with a slot 31 in which the pivot on the lever 25 Works so that the lever 25 is operated in ad- 1 vance of the lever 28 permitting; the auxiliary tank to be charged without permittingany compressed'air to pass to the valve chamtltl her 7 until the operator desires to allow it l to do so. I

Referring now to Figs. 2 and 4, the valve casing ais provided with the valve-seat'h The valve 0 has its upper end formed into a piston which reciprocates in the cylinder (Z in the upper extension a of the casing a. The cylinder a. is closed at the top by the screwplug 1; The valve 0 has the hollow g which communicates with the inlet'by',tlie passage h and with the outlet hy the enlarged opening' 2' around the stern The upper pot tion of the opening 2' is formed into a seat 3' for the auxiliary valve is loosely mounted on ie ollow The top of the valve 0 is pro" vided above the hollow with the screw plug m of a size to permit the valve g to be removed from the valve 0 when the plug is removed. The bottom of this plug forms a seat for the upper end of the valve The valve in provid with the vertical passage a aroui l the e nsion l, the upper end of l and the passage n being into a .t for the valve 0 on the top of the said extension Z. The plug m has the central opening p through which air in the cylinder 0 can pass to the passage 72. The passage n is connected to the interior of the valve casing below the valve 7; by the passage in the stein- 26 when the stem 26 is raised as shown. The extension I has some vertical lost motion in the valve 7;, so that the stem 26 will move up slightly before engaging the bottom of the valve 7; which rests on a shoulder around the extension Z. \Vhen it is desired that no air shall pass through the valve A, the lever 2 is pushed to the left until the valve'k rests on its lower seat j, the valve 0 rests on its seat Z), and the valve 0, rests on its seat. The pressure of the air in the inlet 2 has access to .the top of the valves 0, is, and 0, each of which has a larger area subjected to downward pressure than to upward pressure, since a large part of each valve is exposed to a lower pressure in the exhaust side of the casing a. When it is desired to open the valve 0. which is held on its seat by a very great pressure, assu1ning the pressure in the inlet 2 to be 850 pounds per 5 are inch the lever 22 is moved to the 'ut first a short distance, just sullicient to cause the stem 26 to leave its seat and the valve 70 to be lifted from its seat j to its seat against the plug m. The compressed air in the cylinder (5 escapes into the valve chamber by way of the opening p, the valve 0, and the passages n and and the air from the inlet 2 passes into the chamber below the valve 0 by way of the passage .71 the hollow g, and opening 2', whereby the compressed air above the valve '0 may escape and the compresed air in the inlet 2 has ac cess to the bottom of the valves 0 and 70. After a. short time the pressure beneath the valve 70 is raised so that the operator can easily move the throttle lever farther to the right and cause the stem, acting mechanically through the auxiliary valve is, to lift the valve 0 from its seat, the air in the cylinder 0 escapingpast the valve 0. It is readily seen that the labor required to lift the valve c from its seat is materially reduced by my improvements.

Referring now to Figs. 3 and 5, the valve D has the casing 33, having the inlet passage 84 and the outlet passage 35, preferably at diametrically opposite places. The casing 33 has a bore 36 extending from the bottom upwardly. Within this bore are the pistons 37 and 38 connected together by the reduced stem 39, the latter lying preferably in line with the inlet 3% and the outlet and the pistons lying on opposite sides of the said inlet and outlet. These pistons are provided with cup packings which prevent the passage of air between the pistons and the contiguous portions of the casing 33. The lower end of the bore 36 is closed by the screw-plug 40 on which the piston, 41 rests. This piston is provided with suitable packing rings fitting against the wall of the bore 36. The casing 33 has a top extension 42 which contains the expansion spring 43 having its lower end resting on thc piston 37 and its upper end beneath the disk ll adjustable lengthwise of the extension l2 by means of the screw 45 working in the end of the said extension. The spring pushes the pistons 37 and 38 down on the piston 41 when permitted to do so, and regulates the press sure required to lift the said pistons, as will be explained presently. The casing33 is provided with the valve 46 which controls the passage of air from theginlet 34 to the space between the piston 41 and the plug so. The valve 46 is urged toward its seat in the top of the chamber 47 by the spring 4E8 compressed between the lower end 01": the valve and the plug 49. 50 is a passage leading" from the chamber 47 to j the space between the piston all and the plug 40. The valve 46 contains an auxiliary valve 51 which seats by downward pressure on the top of the valve l6. The interior of the valve 46 has the hollow 52 and has the passages 52 connecting the said hollow to the annular chamber at? surrounding the valve 46. i with the passage 34 when the valve 51 is lifted. The passage 53 in the casing 33 connects the outlet passage 35 with the space between the pistons 38 and 41. 54 represents an arc-shaped valve fitting the wall of the bore 36 about the outlet passage It has the opening 55 which connects the passage 35 with the space between the pistons 37 and 38 and consequently with the inlet passage 34 when the pistons are at'their lowest limits. The valve 54 has a pair of arms or projections 56 extending into the stems 39 and urged outwardly by the expansion springs 57.

The pressure in the pipe 1 may be 850 pounds per square inch. The regulator B may be set so that the pressure in the auxiliary tank 4 is limited to 250 pounds per square inch. The auxiliary valve 46 may be adjusted to open whenthe pressure in the inlet is 75 pounds per square inch and cause the pistons 37, 38, and ll to be, raised and the valve 54 to close the outlet pas- I sage 35. I

The hollow 52 communicates till eaner? To start the locomotive, the throttle lever is moved to the right sntliciently to open the valve A in the manner already described. The highly compressed air passes from the valve A throug'hthe reducer to the auxiliary tank 4. The rising pressure in the tank 4- passes through the valve D, and the interheater 10 to the cylinder 13, and will operate the rod 18 if it is not on the dead center. If this rod on the dead center, the pressure in. the cylinder 13 is not ell'ectivc, of course. The .pressure soon builds up in the tank to 75 pounds whereupon the pressure forces the valve to down and compressed air passes through the chamber 47 and the passage 50 and forces the pistons 37, 38, and 41, causing the valve 54. to close the passage Which is open to the inter heater 10 by Way of the pipes 2l,and to the exhaust of the high-pressure cylinder 8 by \vayof the pipe 9, the inter-heater 10, and the pipes 21. It the locomotive does not start after the engineer has opened the valve A and before he opens the valve C, by reason of the rod 18 being on the dead center, he pulls the lever 22 farther tothe right, so that the pin 32, which traveled in the slot 31 during the first movement of the lever 2-2, will now pull the lever 28 and open the throttle valve C, whereupon the air in the tank 4 will pass to the cylinder 8 and cause the rod 17 to operate. It for any'reason the pressure in the valve D has failed to close the valve 545, the pressure from the exhaust of the high cylinder will pass from the interheater through the pipes 21 and the passage -53 in the valve D and cause the pistons 37 and 38 to be lifted, thereby moving the valve 54 over the passage 35, and preventing the air in the tank 1 from passing through the valve D. It is necessary that the valve 54 be closed when the cylinder 8 is active as the valve D when open would form a by-pass for the cylinder '8. When he pressure in the valve I) is reduced, the pistons therein are caused to descend by the action of the spring, the air beneath the piston 41. obtaining relief through the passage and past the valve 51 in the valve 46.

I do not desire to be limited to the details and combinations shown as many changes may be made therein without departing from the spirit of my invention.

I claim 1. In a compressed air compound engine, a tank to contain compressed air, a high-v pressure cylinder, a low-pressure cylinder, an interheater connected to the exhaust of the high-pressure cylinder, to the valvechest of the low-pressure cylinder, and to the air tank, and. an autoniatic valve in the connection to the air-tank for closing the aid connection When the pressure in the vnnleexceeds a predetermined pressure.

9,. In acompressed air compound engine, .a, tank to contain compressed air, a' highnressure cylinder, a low-pressure cylinder, an i'nterheater connected to the exhaust of the high-pressure cylinder, to thejvalvechest of the low-pressure cylinder, and to the air-tank, and an automatic valve in the connectim to the air-taink for closing the said connection when the pressure in the tank exceeds a predetermined pressure, and

when the high-pressure cylinder exhausting into the interhealer. a

3. In a compressed aircompound engine, a tank to contain compressed air, a highpressure cylinder, a low-pressure cylinder, an interheater connected to the exhaust of thehiglrpressnre cylinder, to the valvechest of the low-pressure cylinder, and to the air-tank, and a valve in the connection to the air-tank, the said valve comprising a casing, having a passage therethrough to establish communication between the air tank and the inter-heater, a valve in the casing for closing the said passage, and bypassages fer admitting pressure from the air-tank for closing the valve when the pressure in the air-tank exceeds a predetermined value.

at. In a compressed air compound engine, a tank to contain compressed air, a highpressure cylinder, a low-pressure cylinder, an interheater connected to the exhaust of the high-pressure cylinder, to the valvechest of the low-pressure cylinder, and to the air-tank, and a valve in the connection to the air-tank, the said valve comprising a casing, having a passage therethrough to establish communication between the airtank and the-interheater, a valve in the casin for closin the said Jassan'c. and b passages for adiitting pressure from the air-tank and from the interhea-ter for closing the valve when the pressure in the air-tank exceeds a predetermined value and when the high-pressure cylinder exhausting into the interheater.

In a compi ssed air a tank to con compressed air, a highpressnre Vll1](i. a low-pressure cylinder, an interheater connected to the exhaust of the high-pressure cylinder, to the valvechest of the low-pressure cylinder, and to the air-tank, and a valve in the connection to the'air-tank, the said valve comprising a casing, having a passage therethrough to establish communication between the aircompoiind engine,

tank and the interheater, an unbalanced valve in the casing for closing the said passage, and a passage for connecting the interheater with the larger area of the valve, whereby the exhaust from the high-pressure cylinder may close the valve.

6. In a compressed air compound engine, a tank to containcompressed air, a hi h pressure cylinder, a low-pressure cylin or,

an interheater connected to the exhaust of the high-pressure cylinder, to the valve chest of the low-pressure cylinder, and tothe air-tank, and a valve in the connection to the air-tank, the said valve comprising a with the larger area of the valve, and an auxiliary valve in the last passage, unseated by pressure above a predetermined value in the air-tank. r

T. In acompressed air compound engine, a tank to contain compressed air, ahighpressure'vcylinder, a low-pressure cylinder, an interheater connected to the exhaust of the high'pressure cylinder, to the valvechest of the low-pressure cylinder, and to the air-tank, and a valve in the connection to the air-tank, the said valve comprising a casing, having a passage therethrough to establish communication between the airtank and the interheater, an unbalanced valve in the casing for closing the said passage, a passage connecting the air-tank with the larger area of the valve, an auxiliary valve in the last passage, unseated by pres-. sure above a predetermined value in the airtank, and a valve carried by the auxiliary valve and opening to exhaust the pressure in the larger area of the valve in the said connection between the air-tank and interheater. I p

8. In a compressed a1r compound engine, high-pressure tank, an auxiliary tank,

a main a high-pressure cylinder connected to the auxiliary tank, a throttle in the connection be ween the auxiliary tank and the cylinder, ,a low-pressure cylinder,'an' inte-rheater connected to the low-pressure cylinder, to the exhaust of the high-pressure cylinder, and to the auxiliary tank, a check-valve. in the connect-ion between the interheater and the auxiliary tank for closing the connection when the pressure in the auxiliary tank reaches a predetermined pressure suitable for the low-pressure cylinder, :1 second throttle for admitting air from the main tank into the auxiliary tank, and means for actueaner? ating the second throttle in advance of the first throttle.

9. In a compressed air engine, a main tank for containing highly compressed air an auxiliary tank connected to the main tank, a throttle in the connection between the tanks. the said throttle comprising a casing containing an unbalanced hollow valve seated by the pressure from the main tank, the hollow communicating with the connec tion to the'ma-in tank, a piston on the said valve opposite its seating face, a closed chamber for the piston, an auxiliary valve reciprocatory in the said hollow and having a seat at the top of the hollow to close a passage in the main valve to the chamber, and a seat at the bottom of the hollow to close a passage in theanain valve to the exhaust side of the main valve seat, 'and a valve stem having lostmotion in the auxiliary-valve and having an auxiliary valve thereon to close an exhaust passage in the first auxiliary valve leading to the said chamber. v

10. In a compressed air compound engine, a tank to contain compressed air, a highpressu*re cylinder, a low-pressure cylinder, means for connecting the exhaust of the high-pressure, the valve-chest of the lowpressure cylinder, and the air-tank, and an automatic valve in the connection to the air tank for closing the said connection when the pressure in the tank exceeds a predetermined value.

11. In a compressed air coin ound engine, a tank to contain compresse air, a highpressure cylinder, a low pressure cylinder, ineans'for connecting the exhaust of the high-pressure, the valve-chest of the lowpressure cylinder, and the air-tank, and an automatic valve in; the connection tothe airtank for closing" the said connection when thepressure in the tank exceeds a predetermined pressure, and when the high-pressure cylinder is exhausting into the interheater.

Signed at Mills-bore, Penna, this 22nd;

day of May, 1913.

JOHN A. F'ORSYTH.

Witnesses: v

FRANK Booze, JAMES D. McCALLisrim.

(logic; of this patent may be obtained for five cents each, by addressing the Eomraissioner of latenta. Washington. D. C. 

